EP1199233A2 - Steuereinrichtung für die Parksperre eines Kraftfahrzeugs - Google Patents
Steuereinrichtung für die Parksperre eines Kraftfahrzeugs Download PDFInfo
- Publication number
- EP1199233A2 EP1199233A2 EP01122076A EP01122076A EP1199233A2 EP 1199233 A2 EP1199233 A2 EP 1199233A2 EP 01122076 A EP01122076 A EP 01122076A EP 01122076 A EP01122076 A EP 01122076A EP 1199233 A2 EP1199233 A2 EP 1199233A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- control device
- valve
- pressure
- hydraulic
- control unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/005—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles by locking of wheel or transmission rotation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
- B60T13/22—Brakes applied by springs or weights and released hydraulically
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/045—Brake-action initiating means for personal initiation foot actuated with locking and release means, e.g. providing parking brake application
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3416—Parking lock mechanisms or brakes in the transmission
- F16H63/3483—Parking lock mechanisms or brakes in the transmission with hydraulic actuating means
Definitions
- the invention relates to a control device for the Parking lock of a motor vehicle, with at least one Control means actuable actuator through which at least one locking device of the parking lock an indented position into which it is held by a holding force is pushed into a disengaged position.
- control device for the parking lock of the aforementioned Specify the way in which the aforementioned claims be fulfilled.
- the control device should have a enable safe, reliable operation of the parking lock. she should be easy to manufacture and inexpensive can be trained in such a way that they can be Gearbox can be retrofitted without any significant difficulties.
- the actuator can be magnetic Be a submersible anchor that engages the locking device, when de-energized and disengages when powered by electrical Current is flowing.
- the control means can be Electrical switches located in the current path of the submersible anchor act by an electrical control unit electrical switching signals are actuated.
- a preferred embodiment of the invention sees an electro-hydraulic actuated control unit.
- the Actuator is preferably a spring-loaded hydraulic Actuating piston, which locks the parking lock when pressurized in their disengaged position.
- the control means are expediently as electrically controllable hydraulic valves trained by electrical signals from a Rest against the force of a spring in an active Position are transferable. In particular there are 3/2-way solenoid valves into consideration.
- the hydraulic valves set electrical Commands into hydraulic commands. You are particularly in Connection with the check valves switched such that a change in the state of the parking lock (unlocking or Locking) only takes place when both hydraulic valves switch in the same direction.
- the actuator especially the Actuating piston, connected to the pressureless reservoir and the inflow from the pressure source to the actuator is blocked, so that the actuator, and with it the parking lock, in indented, locked position.
- both Hydraulic valves on voltage their magnetic slides are against the effect of their respective return spring in position moved in the actuator with the pressure source connected and separated from the reservoir. Under the The effect of the system pressure of the pressure source is the actuator against the effect of a holding force Parking lock spring in the disengaged, unlocked position.
- the check valves mentioned in claims 5 and 6 are switched in opposite directions and are preferably by Return springs held in their closed position. By the hydraulic pressure can be sufficiently high Open the check valves against the spring force.
- the parking lock is in this state obtained if only one hydraulic valve is switched.
- Such a switch can be made, for example, by a unintended electrical signal is triggered (e.g. due to electrical short circuit to ground or to a 12V power supply).
- the system pressure loss for example reflux occurs unexpectedly while driving Shuts off pressure source and thus the pressure on the actuator can maintain. This makes a sudden Insert the parking lock while driving due to pressure loss in the System (pump damage, leakage in the system, etc.) prevented.
- the design can be such that the pressure can be maintained in the actuator for about 10 minutes, so that the vehicle user after a warning message appears enough time remains, the vehicle checks to Bring to a standstill.
- the two hydraulic valves are preferably as inexpensive slide valves that run normally depending on hydraulic fluid temperature and pressure difference have some leakage. If while driving - well when the parking lock is disengaged - for example the first Hydraulic valve due to cable break or the like Loses power and switches back, could be via internal Leakage of the second hydraulic valve in the piston chamber of the Slowly empty the actuating piston towards the reservoir become. In particular to prevent this, one sees preferred development of the invention that the piston chamber of the actuating piston with another valve arrangement the pressure source is connected.
- the piston chamber with the Connection line connecting pressure source Pressure control check valve that provides a backflow from the Prevents piston space to the pressure source, and a throttle point arranged in series. So that the piston chamber of the Actuating piston with fully unlocked parking lock, if the piston chamber is under pressure, the Actuating piston has moved into the disengaged position and the leakage compensation valve is open, also directly from the pressure source via the pressure holding check valve and the Throttle point can be fed, so that the pressure at Leakage is maintained.
- the pressure check valve prevents the system pressure drop when the system pressure drops while driving Piston chamber via the connecting line through a backflow (due to leakage of the first hydraulic valve) to Storage container can be emptied.
- the leakage compensation valve is preferably on pressed into the closed position by a return spring Check valve. It is advisable to use the leakage compensation valve via a mechanical link with the To couple the actuating piston so that it is always there is opened when the actuating piston is disengaged Takes position. The actuating piston is in the depressurized indented position, then that Leakage compensation valve not through the mechanical Link opened, but is due to the System pressure or the spring load closed. On unintentional disengagement of the parking lock by direct Liquid supply from the pressure source is therefore in this Piston position excluded.
- the opening pressure of the Drain valve is advantageously chosen larger than that Check valve opening pressure in the second connecting line, after switching off the two hydraulic valves, if the pressure in the piston chamber drops, the drain valve actually opens and not due to the low residual pressure in the piston chamber according to the spring force of the above Check valve (e.g. 0.2 bar) is kept closed.
- the locking device has an im Gearbox pawl mounted with a Gear engaged in a rotationally fixed manner with the vehicle axle can be brought.
- the pawl is above mechanical Fasteners in connection with the actuator.
- the Gear geometry is preferably repellent designed so that even under maximum loads Pawl safely disengages when actuated is deferred.
- the Parking lock In the event that the vehicle fails in the on-board electrical system or the on-board hydraulics are to be towed, the Parking lock to be solved. To this end, looks a preferred one Further development of the invention, functionally parallel to the described components of the control device, in particular the electro-hydraulic actuation, a mechanical Emergency actuation device for disengaging and reinserting the Arrange parking lock.
- the mechanical Emergency actuation device is the locking device of the Parking lock against the holding force of a parking lock spring disengaged and locked in this position.
- Locking device optionally with a clutch pedal to couple such that by actuating the clutch pedal the locking device is in its disengaged position occupies.
- the coupling can be made using detachable connecting elements respectively.
- the mechanical emergency actuation device preferably such that the normal movements of the mechanical parking lock actuation to no movement of the mechanical emergency actuation device. This can be about appropriate loose or freewheel functions ensured become.
- At least one electrical control unit is provided, the electrical control signals to engage (no current) or Disengagement (current) of the parking lock on the hydraulic valves emits.
- This is expediently one Transmission controller that also functions according to the invention performs.
- the command to indent and disengage is preferably triggered either directly by the vehicle user or comes from a control lever sender or one other encoder, for example a speed sensor or a sensor that measures safety-related parameters in particular recorded, which are evaluated by the control unit.
- An advantageous embodiment of the invention provides a main or transmission control unit and an auxiliary or Parking lock control unit that works independently Be supplied with voltage and communicate with each other.
- the command to engage or disengage the parking lock is issued by the Main control unit on the one hand directly to the first hydraulic valve passed and on the other hand via the secondary control unit (backup Controller) to the second hydraulic valve.
- Both Control units preferably receive independently of one another Speed signals from the vehicle drive.
- This arrangement provides redundancy. Through it can be prevented be that a broken control unit or a broken one Sensor for unintentionally engaging the parking lock above a predetermined driving speed or a unintentional disengagement at a standstill while running Internal combustion engine (supply pressure! Leads.
- auxiliary control unit Separatate Connection to the vehicle battery
- a Do not switch the ignition off automatically while driving Inserting the parking lock leads Through a supply line from Ignition lock of the vehicle to the secondary control unit can Wake-up signal are generated.
- the two control units are over Communication lines connected to each other serve mutual surveillance.
- At least one sensor or switching element is preferably used Detection of the position of an emergency operating device, For example, a clutch pedal is provided, the signals be recorded and evaluated by the control unit.
- the concept according to the invention uses existing components of the internal mechanical parking lock (gear, pawl, Camshaft) and is from the outside as electro-hydraulic Actuator unit attachable, so that an automated Operation can be retrofitted to an existing gear can.
- the operability via auxiliary energy is an essential one Comfort improvement and it also allows the Parking lock function in modern controls (joystick, Armrest controls etc.).
- the concept is reliable in the event of failure of the auxiliary power pressure and various interruptions / short circuits in the circuit and in the event of incorrect operation (engaging the parking lock or switching off ignition when driving). Even with faulty energization of one of the two solenoid valves remains the selected operating state (Park in this case) safely received.
- the hydraulic circuit is simple, commercially available and reliable Components built.
- the control device shown can with a parking lock of an agricultural tractor. It is a Output gear 10 of the vehicle transmission recognizable that rotationally fixed with the driven axes and not shown The tractor's wheels are connected.
- a mechanical locking device 11 which contains a rocker-shaped pawl 12, which by means of a bracket 14 is not pivotable Gearbox or vehicle chassis shown is mounted.
- a first arm 16 of the pawl 12 has teeth 18.
- the toothing can be swiveled by the pawl 12 18 of the pawl 12 with the toothing of the output gear 10 engage so that positive locking is made and a rotation of the output gear 10 and thus a movement of the vehicle is prevented.
- the gear geometry is repellent design, so that even under maximum loads (Vehicle weight, slope, traction coefficient, etc.) Pawl 12 safely out of engagement with the Output gear 10 is detachable.
- the Pawl 12 engages a return spring 22 that a safe return of the pawl 12 to its rest position, in which their teeth 18 not in the teeth of Output gear 10 engages, if provided on the Pawl 12 no further mechanical force is exerted.
- the locking device 11 can also be a spring-loaded actuating shaft included, the front side Has actuating cams.
- the actuating cam kicks over a friction-reducing roller engages with a pawl 12, and causes a Swiveling the pawl 12.
- Such training is known and becomes for example with the John Deere Farm tractors of the 6610 series are used.
- a sliding bolt 24 is shown instead of the actuating shaft.
- the bolt 24 has on one side an inclined ramp (cams), which over a attached to the first arm 16 of the pawl 12 friction-reducing roller 26 a pivoting of the pawl 12th causes.
- the ramp comprises an area 28 with a steeper area Angle, which is in the pivoting range of the pawl 12, and an area 30 with a shallow angle which is in the engagement area (Park position) of the pawl 12 and the reaction of high vehicle loads on actuation are minimized.
- the bolt 24 guided in a guide 32 is on a first one Arm 34 of a pivotable about a fixed axis of rotation 36 Bar 38 articulated.
- On the second arm 40 of the Beam 38 engages a main spring 42 which applies a force Exercises arrow F and the bolt 24 against the Direction of arrow A in the indented position shown urges.
- the locking device 11 In contrast to previous manual operations the locking device 11 in the absence of another Force their locked (engaged) position (Default position). This ensures in the event of failure of the Auxiliary power a safe vehicle condition.
- the second arm 40 of the bar 38 also engages Actuating shaft 44 of a hydraulic actuating piston 46 articulated.
- the piston 46 is from a housing bore slidably received and limited to its Actuating shaft 44 facing away from a piston chamber 48.
- a compression spring 50 urges the piston 46 in the direction Piston chamber 48.
- the actuating shaft 44 is not on the piston 46 rigidly attached. Rather, there is one between the two components Sliding connection 52 is provided, which a pressure force transmission but does not allow traction transmission.
- the control of the pressure medium flow to and from the piston chamber 48 is carried out by two 3/2-way solenoid valves 56, 58 which Convert electrical commands into hydraulic commands.
- the first Input 60 of the first solenoid valve 56 is below Interposition of a spring-loaded inlet check valve 62 powered by a pressure source 64 Pressure supply line 66 in connection.
- the input check valve 62 prevents a pressure medium backflow from the first solenoid valve 56 to the pressure supply line 66.
- Es opens when the pressure in the pressure supply line 66 is one Counterforce overcome by a spring of the Input check valve 62 is generated.
- At the pressure source 64 is, for example, a hydraulic pump and usual means of pressure regulation, in particular also supply other consumers of the agricultural tractor, but what was not shown.
- a second inlet 68 of the first solenoid valve 56 is located directly with a reservoir 70 or sump in Connection.
- the output 72 of the first solenoid valve 56 is at applied voltage with the first input 60 and in the de-energized state (as shown) with the second input 68 connected.
- the output 72 of the first solenoid valve 56 is via a first connecting line 74, in which a first check valve 76 is arranged with a first input 78 of the second Solenoid valve 58 and via a second connecting line 80, in which a second check valve 82 is arranged, with a second input 84 of the second solenoid valve 58 in connection.
- the first check valve 76 is spring loaded and so arranged to have a reverse flow from the second solenoid valve 58 to the first solenoid valve 56 prevented.
- the second Check valve 82 is spring loaded and arranged so that there is an inflow from the first solenoid valve 56 to the second Solenoid valve 58 prevented.
- the output of the second solenoid valve is on electrical voltage at the second solenoid valve 58 with the first Input 78 and in the de-energized state of the second solenoid valve 58 connected to the second input 84 (as shown).
- the Output 86 of the second solenoid valve 58 is with the Piston chamber 48 in connection.
- the piston chamber 48 is also over another valve arrangement with the pressure supply line 66 in connection, via the input check valve 62, a pressure holding check valve 88, a connecting line 90, in which the flow rate limiting throttle point 92 is arranged, and a Leakage compensation valve 94.
- the pressure check valve 88 is spring loaded and prevents fluid backflow from the piston chamber 48 to the pressure supply line 66.
- Das Leakage compensation valve 94 is a spring loaded Check valve that stops the flow of liquid to the piston chamber 48 normally prevented by a piston 46 affected link can be opened.
- the link includes a control pin 96, the head 98 engages in an annular groove 100 of the piston 46 if the Piston 46 is in its depressurized rest position (as ) Shown.
- control pin 96 is Leakage compensation valve 94 closed. If the piston 46 is moved downward by increasing the pressure in the piston chamber 48 the control pin 96 is pressed out of the annular groove 100 and slides on the collar 102 of the piston 46 facing the piston chamber 48. The control pin 96 moves and opens it Leakage compensation valve 94, creating a connection between the pressure supply line 66 and the piston chamber 48 will be produced. The pressure medium flow is however by the Throttle point 92 limits and is only sufficient to Compensate for leakage losses.
- the piston chamber 48 is connected to the via a drain valve 104 Storage container 70 in connection.
- the piston chamber is 48 depressurized, the drain valve 104, which is in the manner of a Check valve is formed, opened by spring force. A certain amount can therefore be discharged via the drain valve 104 Leakage amount can be drained off when unpressurized Piston chamber 48 the parking lock is engaged. Will the two Solenoid valves 56, 58 turned on, the connection from the Pressure supply 64 to the piston chamber 48 is thus established the drain valve 104 by the flow force of the flowing Liquid closed, so that the pressure in the piston chamber 48 increases and the parking lock disengages.
- the pressure of the piston chamber 48 is determined by a pressure sensor 106 detected and converted into electrical signals. That from Pressure sensor 106 output pressure signal essentially gives the respective position of the piston 46 and thus also the Position of the locking device 11 again.
- the parking lock It is a manually operated mechanical Emergency actuation device provided for the parking lock, by which can disengage the parking lock when there is a malfunction is present, for example in the event of a failure of the electrical or hydraulic supply.
- An emergency operation can e.g. B. may be required for towing the vehicle.
- the Emergency actuation device acts on the piston 46 and becomes led into the driver's cabin via linkage or Bowden cable and can be there by means of suitable levers or pedals Operator are operated. This has to be towed Operation can be locked on the cabin side.
- the mechanical Parking lock is designed so that the normal movements of the Parking lock mechanism described above to no movement of the Guide the emergency operating device. This is about appropriate Loose or freewheel functions ensured.
- the emergency actuation device shown contains one Actuating pin 108 on the end face of the piston 46 acts and via a bell crank 110 and Bowden cable 112 can be actuated.
- the implementation of the actuating bolt 108 from Piston chamber 48 is suitably sealed to the outside. Stroke movements of the piston 46 when engaging and disengaging the Parking locks are not shown on the at rest Transfer actuating bolt.
- a clutch pedal 114 of the vehicle is shown which is mounted on a fixed axis of rotation 116 Pedal lever 118 is attached.
- the clutch pedal 114 can be for an emergency actuation of the parking lock by using the upper End 120 of the Bowden cable 112 with the free end 122 of the Pedal lever 118 is connected.
- A can be used for hanging and securing symbolically represented tool 127 can be used.
- the position of the pedal lever 118 is determined by an electrical Position sensor 130 detected with the free end 122 of the Pedal lever 118 is connected and one of the respective Position of the pedal lever 118 corresponding analog outputs electrical signal. It can be one with the Act axis of rotation 116 connected rotary potentiometer. in the The illustrated embodiment is a position sensor Rotary potentiometer 130 shown, which has a rotary arm 132 and a tab 134 with the free end 122 of the pedal lever 118 communicates.
- a position switch 128 is provided for redundancy reasons also with the free end 122 of the pedal lever 118 in Connection is established.
- the position switch 128 is open. It closes as soon as clutch pedal 114 is fully depressed.
- Using of clutch pedal 114 for emergency actuation of the parking lock shows the output signal of the position switch 128 (closed position) indicates whether the parking lock has been released.
- the Position of the clutch pedal often by position sensors or Position switch monitored by a transmission control to the Automatically shift transmission to neutral as soon as that Clutch pedal 114 is operated. It is advantageous this to use existing components for emergency operation.
- the use of clutch pedal 118 for emergency actuation is also advantageous because the foot actuation causes high forces can be transferred to the locking device 11 so that the force of the main spring 42 can be easily overcome.
- the Main control unit 140 is not on line 144 with the shown ignition lock switch of the vehicle and via the Line 146 in connection with a vehicle controller 148, the in turn, the position of an operating lever 150 is detected.
- the Master controller 140 receives signals from via line 152 a first speed sensor 154 that the speed of the Output gear 10 detected, and via lines 156 and 158 signals from the position switch 128 and from the Rotary potentiometer 130, which indicates the position of the clutch pedal 114 capture.
- the main control unit 140 controls over the Line 160 to the first solenoid valve 56.
- Auxiliary control unit 142 is connected via line 162 directly with the vehicle battery not shown in Connection. It is also on line 164 with the Ignition switch connected.
- the slave control unit 142 receives signals from pressure sensor 106 via line 165 and signals from a second via line 166 Speed sensor 168, which is independent of the first speed sensor 154 detects the speed of the output gear 10.
- the Secondary control unit 142 controls the second via line 170 Solenoid valve 58 on.
- the main control unit 140 and the Secondary control unit 142 exchange data via a CAN bus 172 with each other. For redundancy reasons, the Secondary control unit 142 via a line 174 of the Main control unit 140 by the second speed sensor 168 determined speed with.
- the main control unit 140 gives signals for insertion (no Current) or disengaging (current) the parking lock to the Solenoid valves 56, 58 from.
- the command to do this comes from either the operator via the control lever 150, the Vehicle control 148 and line 146 or results from safety-relevant measured variables in the main control unit 140 can be processed.
- the command to indent or disengage the Parking lock is directly from the main control unit 140 to first solenoid valve 56 and indirectly via line 174 and the secondary control unit 142, the further checks performs, passed to the second solenoid valve 58.
- both solenoid valves 56, 58 are de-energized, the result valve positions shown in the drawing, in which the Piston chamber 48 via the second solenoid valve 58, the second Check valve 82 and the first solenoid valve 56 with the Storage container 70 is connected.
- the Piston 46 due to the force of the compression spring 50 in its upper Position and the locking device 11 is by the Main spring 42 in the indented position shown crowded.
- the drain valve 104 is opened by its spring and also allows immediate pressure equalization between the piston chamber 48 and the reservoir 70.
- both solenoid valves 56, 58 are powered acted upon and switch from the de-energized shown Position to their excited position, so the system pressure the pressure supply line 66 via the input check valve 62, the first solenoid valve 56, the first Check valve 76 and the second solenoid valve 58 the Piston chamber 48 supplied and moves the piston 46 against the Force of the compression spring 50 and the main spring 42 down.
- the Locking device 11 moves out of it indented position to their disengaged position. By the Existing liquid flow closes the drain valve 104.
- Solenoid valve 58 only the first solenoid valve 56 de-energized done, the latter switches over and connects its second Input 68 with its output 72. Output 72 is now connected to the reservoir 70, the first Check valve 76, however, prevents fluid backflow from the piston chamber 48. This is above the Connection line 90 continues to the pressure supply line 66 connected. It changes on the disengaged Condition of the parking lock nothing.
- the pressure check valve 88 prevents fluid drainage from Piston chamber 48 via internal leakage of the first solenoid valve 56 from entrance 60 to entrance 68 and thus to the storage container 70.
- Both solenoid valves 56, 58 are out of their excited state switched to their de-energized state, so the Piston chamber 48 via the second solenoid valve 58, the second Check valve 82 and the first solenoid valve 56 with the Reservoir 70 connected so that a liquid drain from the piston chamber 48 to the reservoir 70.
- the Throttle point 92 limits the flow of liquid through the Connection line 90, so that this is not sufficient to the Maintain pressure in the piston chamber 48.
- the piston 46 moves upwards, the control pin 96 slides into the annular groove 100 and the leakage compensation valve 94 closes so that the liquid afterflow via the connecting line 90 is interrupted.
- the drain valve 104 opens. simultaneously the locking device 11 engages the parking lock.
- the main control unit 140 a current signal to excite the first solenoid valve 56 and the slave control unit 142 outputs a current signal for excitation of the second solenoid valve 58. If the drive lever 150 in his parking position is brought and by the Speed sensors 154, 168 detected speed of the Output gear 10 is below a predetermined value, is through the main control unit 140 the current flow to the first Solenoid valve 56 interrupted. If that by the speed sensor 168 detected speed of the output gear 10 under one predeterminable value is set by the secondary control unit 140 the flow of current to the second solenoid valve 58 is also interrupted.
- main control unit 140 and the sub control unit 142 independent of the two speed sensors 154 and 168 Receive speed signals of the vehicle drive reliably (redundancy) prevent a broken Control unit 140, 142 or a defective speed sensor 154, 168 for an unintentional parking lock above leads to a predetermined driving speed.
- auxiliary control unit 142 Through the direct power supply of the auxiliary control unit 142 from the battery ensures that parking the ignition while driving not to insert the Parking lock leads because the second solenoid valve 58 then no Switching signal received.
- Line 164 from Ignition key to the secondary control unit 142 serves only as Wake-up signal for the secondary control unit 142.
- the two Control units 140, 142 are via a communication bus 174 connected, which enables mutual monitoring.
- the pressure sensor 106 supplies the secondary control unit 142 feedback at any time about the actual Parking lock position. Above an upper pressure threshold (e.g. 15 bar) the parking lock is disengaged (unlocked), below a lower threshold (e.g. 1 bar) Parking lock as inserted.
- the lower pressure threshold is expediently below a pressure resulting from the Spring force of the compression spring 50 and the piston surface of the piston 46 results, so that this value is not fallen below, when the piston 46 stops at the engaged position stands, even if the mechanical linkage of the Locking device 11 in the tooth-on-tooth position is blocked and does not (yet) engage.
- the emergency operation e.g. B. loss of parking lock function
- the Diesel engine should be in operation (for example the Supply pressure for the power steering and brakes to provide)
- the position switch 128 and that Rotary potentiometers 130 can thus be used for both Transmission control as well as for the control of the emergency function be used.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Gear-Shifting Mechanisms (AREA)
- Regulating Braking Force (AREA)
- Mechanical Control Devices (AREA)
Abstract
Description
- automatisches Einlegen der Parksperre im Stillstand, wenn der Motor abgestellt wird oder wenn bei stufenlosen Getrieben der Zustand "kraftschlüssiger Stillstand" eine vorbestimmte Zeitspanne überschreitet,
- Verhindern des Parksperreneinlegens bei Fahrgeschwindigkeiten oberhalb eines vorbestimmten Wertes (z.B. 1 km/h), selbst wenn dies vom Fahrer befohlen wird,
- automatisches Einlegen der Parksperre bei Getriebedefekten, wenn das Fahrzeug zum Stillstand gekommen ist,
- ständige Plausibilitätsabfrage und Ausgabe von Fehlermeldungen.
Claims (19)
- Steuereinrichtung für die Parksperre eines Kraftfahrzeugs, mit wenigstens einem durch Ansteuermittel betätigbaren Stellantrieb (46), durch den sich wenigstens eine Verriegelungseinrichtung (11) der Parksperre aus einer eingerückten Position, in die sie durch eine Haltekraft gedrängt wird, in eine ausgerückte Position bringen lässt, dadurch gekennzeichnet, dass wenigstens zwei unabhängige auf den Stellantrieb (46) einwirkende Ansteuermittel (56, 58) vorgesehen sind, die derart mit dem Stellantrieb (46) zusammenwirken, dass eine Bewegung der Verriegelungseinrichtung (11) aus der eingerückten Position in die ausgerückte Position oder umgekehrt aus der ausgerückten Position in die eingerückte Position nur dann erfolgt, wenn die beiden Ansteuermittel (56, 58) mit gleichsinnigen Umschaltsignalen angesteuert werden.
- Steuereinrichtung nach Anspruch 1, dadurch gekennzeichnet, dass der Stellantrieb ein hydraulischer Betätigungskolben (46) ist, der bei Druckbeaufschlagung die Parksperre in ihre ausgerückte Position bringt.
- Steuereinrichtung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Ansteuermittel elektrisch ansteuerbare Hydraulikventile (56, 58), insbesondere 3/2-Wege-Magnetventile, enthalten.
- Steuereinrichtung nach Anspruch 3, dadurch gekennzeichnet, dass ein erstes Hydraulikventil (56) einen ersten mit einer Druckquelle (64) in Verbindung stehenden Eingang (60), einen zweiten mit einem Vorratsbehälter (70) in Verbindung stehenden Eingang (68) und einen Ausgang (72) aufweist, der im stromlosen Zustand mit dem zweiten Eingang (68) und bei anliegender Spannung mit dem ersten Eingang (60) in Verbindung steht, dass der Ausgang (72) des ersten Hydraulikventils (56) über eine erste Verbindungsleitung (74) mit einem ersten Eingang (78) eines zweiten Hydraulikventils (58) und über eine zweite Verbindungsleitung (80) mit einem zweiten Eingang (84) des zweiten Hydraulikventils (58) in Verbindung steht, dass ein Ausgang (86) des zweiten Hydraulikventils (58) im stromlosen Zustand mit der zweiten Verbindungsleitung (80) und bei anliegender Spannung mit der ersten Verbindungsleitung (74) in Verbindung steht, und dass der Ausgang (86) des zweiten Hydraulikventils (58) mit dem Stellantrieb (46) in Verbindung steht.
- Steuereinrichtung nach Anspruch 4, dadurch gekennzeichnet, dass in der ersten Verbindungsleitung (74) ein Rückschlagventil (76) angeordnet ist, welches einen Rückstrom vom zweiten Hydraulikventil (58) zum ersten Hydraulikventil (56) verhindert, und/oder dass in der zweiten Verbindungsleitung (80) ein Rückschlagventil (82) angeordnet ist, welches einen Zustrom vom ersten Hydraulikventil (56) zum zweiten Hydraulikventil (58) verhindert.
- Steuereinrichtung nach einem der Ansprüche 3 bis 5, dadurch gekennzeichnet, dass sich in einer die Hydraulikventile (56, 58) mit Systemdruck versorgenden Druckversorgungsleitung (66) ein Eingangsrückschlagventil (62) befindet, das bei Systemdruckverlust absperrt.
- Steuereinrichtung nach einem der Ansprüche 2 bis 6, dadurch gekennzeichnet, dass der Kolbenraum (48) des Betätigungskolbens (46) über eine weitere Ventilanordnung (88, 92, 94) mit einer Druckquelle (64) in Verbindung steht, wobei die weitere Ventilanordnung insbesondere eine Drosselstelle (92) enthält.
- Steuereinrichtung nach Anspruch 7, dadurch gekennzeichnet, dass in einer den Kolbenraum (48) mit der Druckquelle (64) verbindenden Verbindungsleitung (90) ein steuerbares Leckagekompensationsventil (94) angeordnet ist, durch das sich der Hydraulikstrom von der Druckquelle (64) zum Kolbenraum (48) steuern lässt, und welches insbesondere ein durch eine Rückstellfeder in Schließstellung gedrängtes Rückschlagventil ist.
- Steuereinrichtung nach Anspruch 8, dadurch gekennzeichnet, dass das Leckagekompensationsventil (94) über ein mechanisches Verbindungsglied (96) mit einem als Stellantrieb ausgebildeten hydraulischen Betätgigungskolben (46) derart verbunden ist, dass es geöffnet wird, wenn der Betätigungskolben (46) seine ausgerückte Stellung einnimmt.
- Steuereinrichtung nach einem der Ansprüche 4 bis 9, dadurch gekennzeichnet, dass in einer den Kolbenraum (48) mit dem ersten Eingang (60) des ersten Hydraulikventils (56) verbindenden Verbindungsleitung (90) ein Druckhalterückschlagventil (88) angeordnet ist, das einen Rückstrom von dem Kolbenraum (48) zum ersten Hydraulikventil (56) verhindert.
- Steuereinrichtung nach einem der Ansprüche 2 bis 10, dadurch gekennzeichnet, dass der Kolbenraum (46) des Betätigungskolbens (46) über ein Ablassventil (104), das drucklos durch Federkraft geöffnet ist, mit einem Vorratsbehälter (70) in Verbindung steht.
- Steuereinrichtung nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass die Verriegelungseinrichtung (11) eine im Getriebegehäuse gelagerte, mit einem drehfest mit der Fahrzeugachse verbundenen Zahnrad (10) in Eingriff bringbare Sperrklinke (12) aufweist, die über mechanische Verbindungselemente (24, 38, 44) mit dem Stellantrieb (46) in Verbindung steht.
- Steuereinrichtung nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass eine mechanische Notbetätigungseinrichtung (108) vorgesehen ist, durch die die Verriegelungseinrichtung (11) aus ihrer eingerückten Position in ihre ausgerückte Position bewegbar ist, und dass Sperrmittel vorgesehen sind, die die Verriegelungseinrichtung (11) in ihrer ausgerückten Stellung halten.
- Steuereinrichtung nach einem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass die Verriegelungseinrichtung (11) für eine Notbetätigung mit einem Kupplungspedal (114) lösbar derart koppelbar ist, dass durch Betätigung des Kupplungspedals (114) die Verriegelungseinrichtung (11) ihre ausgerückte Position einnimmt.
- Steuereinrichtung nach einem der Ansprüche 1 bis 14, dadurch gekennzeichnet, dass eine Lose oder Freilauffunktion (110) vorgesehen ist, die so beschaffen ist, dass die normalen Bewegungen der Parksperrenmechanik zu keiner Bewegung der Notbetätigungseinrichtung führen.
- Steuereinrichtung nach einem der Ansprüche 1 bis 15, dadurch gekennzeichnet, dass wenigstens eine elektrische Steuereinheit (140, 142) vorgesehen ist, die elektrische Steuersignale zum Einrücken oder Ausrücken der Parksperre insbesondere an die Hydraulikventile (56, 58) abgibt, wobei die Steuereinheit (140) vorzugsweise mit wenigstens einem Geber in Verbindung steht, der die Stellung eines Bedienungshebels (150) erfasst.
- Steuereinrichtung nach Anspruch 16, dadurch gekennzeichnet, dass die Steuereinheit (140, 142) Signale wenigstens eines weiteren Messgebers, beispielsweise eines Drehzahlsensors (154, 168), erfasst und verarbeitet und/oder dass die Steuereinheit (142) mit einem Geber, beispielsweise einem Drucksensor (106), in Verbindung steht, der direkt oder indirekt die Lage der Verriegelungseinrichtung (11) erfasst.
- Steuereinrichtung nach Anspruch 16 oder 17, dadurch gekennzeichnet, dass eine Hauptsteuereinheit (140) und eine Nebensteuereinheit (142) vorgesehen sind, die unabhängig voneinander mit Spannung versorgt werden und miteinander kommunizieren, und dass die Hauptsteuereinheit (140) ein erstes Hydraulikventil (56) direkt und ein zweites Hydraulikventil (58) über die Nebensteuereinheit (142) ansteuert, wobei insbesondere die Hauptsteuereinheit (140) und die Nebensteuereinheit (142) jeweils das Signal eines unabhängigen Drehzahlsensors (154, 168) vom Fahrzeugantrieb empfangen.
- Steuereinrichtung nach einem der Ansprüche 16 bis 18, dadurch gekennzeichnet, dass wenigstens ein Sensor (130) und/oder wenigstens ein Schaltelement (128) zur Erfassung der Stellung einer Notbetätigungseinrichtung, beispielsweise eines Kupplungspedals (114), vorgesehen ist, dessen Signale von der Steuereinheit (140) erfasst und ausgewertet werden.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10052261A DE10052261A1 (de) | 2000-10-19 | 2000-10-19 | Steuereinrichtung für die Parksperre eines Kraftfahrzeugs |
DE10052261 | 2000-10-19 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1199233A2 true EP1199233A2 (de) | 2002-04-24 |
EP1199233A3 EP1199233A3 (de) | 2003-08-13 |
EP1199233B1 EP1199233B1 (de) | 2006-03-08 |
Family
ID=7660588
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01122076A Expired - Lifetime EP1199233B1 (de) | 2000-10-19 | 2001-09-14 | Steuereinrichtung für die Parksperre eines Kraftfahrzeugs |
Country Status (4)
Country | Link |
---|---|
US (1) | US6527096B2 (de) |
EP (1) | EP1199233B1 (de) |
BR (1) | BR0106830B1 (de) |
DE (2) | DE10052261A1 (de) |
Cited By (3)
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EP1795410A1 (de) * | 2005-12-03 | 2007-06-13 | Deere & Company | Vorrichtung zur Betätigung einer Parkbremse |
EP2696111A1 (de) * | 2012-08-09 | 2014-02-12 | GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG | Aktuatoranordnung für einen Antriebsstrang |
CN113646217A (zh) * | 2019-03-29 | 2021-11-12 | 株式会社万都 | 电子制动***及其控制方法 |
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US6802398B2 (en) * | 2001-01-16 | 2004-10-12 | Delphi Technologies, Inc. | Manual cable release apparatus for a motor actuated park brake for a vehicle |
DE10245386A1 (de) * | 2002-09-28 | 2004-04-08 | Daimlerchrysler Ag | Parksperrenbetätigungseinrichtung und Fahrstufenwähleinrichtung für ein Automatikgetriebe eines Kraftfahrzeugs |
US6880419B2 (en) * | 2003-06-03 | 2005-04-19 | General Motors Corporation | Internal electronic transmission range selection (ETRS) system for an automatic transmission |
US7270027B2 (en) * | 2003-06-03 | 2007-09-18 | General Motors Corporation | Detent lever assembly for an internal electronic transmission range selection (ETRS) system |
US7082851B2 (en) * | 2003-06-03 | 2006-08-01 | General Motors Corporation | Hydraulic servo assembly for an internal electronic transmission range selection (ETRS) system |
US6983668B2 (en) * | 2003-06-03 | 2006-01-10 | General Motors Corporation | Park solenoid assembly for an internal electronic transmission range selection (ETRS) system |
DE10338763A1 (de) * | 2003-08-23 | 2005-03-17 | Daimlerchrysler Ag | Hydraulische Betätigungseinrichtung für eine Feststellbremsanlage |
US7490528B2 (en) * | 2006-02-13 | 2009-02-17 | Gm Global Technology Operations, Inc. | Park inhibit assembly for an electric transmission range selection system |
DE102008015230A1 (de) * | 2008-03-20 | 2009-09-24 | Bayerische Motoren Werke Aktiengesellschaft | Fahrzeug mit einem Getriebe, das in einem Parkzustand geschaltet werden kann |
DE102008043249B3 (de) * | 2008-10-29 | 2010-01-28 | Zf Friedrichshafen Ag | Betätigungseinrichtung für Parksperre |
DE102010002020A1 (de) | 2010-02-17 | 2011-08-18 | Deere & Company, Ill. | Vorrichtung zur Steuerung einer Parksperre für ein Kraftfahrzeug |
US9193336B2 (en) * | 2012-11-28 | 2015-11-24 | Ford Global Technologies, Llc | Shift-by-wire system for actuating a vehicle park brake |
US8978862B2 (en) * | 2013-02-07 | 2015-03-17 | Ford Global Technologies, Llc | Park brake actuator |
US9114790B2 (en) * | 2013-03-21 | 2015-08-25 | Ford Global Technologies, Llc | Shift-by-wire actuation of a transmission park brake |
JP6079901B2 (ja) * | 2013-12-24 | 2017-02-15 | アイシン・エィ・ダブリュ株式会社 | パーキング装置 |
US9688257B2 (en) | 2014-12-15 | 2017-06-27 | GM Global Technology Operations LLC | Electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission |
FR3031406B1 (fr) * | 2015-01-05 | 2017-07-28 | Valeo Schalter & Sensoren Gmbh | Architecture pour systeme d'aide a la conduite a automatisation conditionnelle |
EP3283931B1 (de) * | 2015-04-17 | 2019-08-21 | Hamlin Electronics (Suzhou) Co. Ltd. | Sensorvorrichtung für eine getriebebaugruppe |
DE202016002493U1 (de) * | 2016-04-18 | 2017-07-20 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | Zündschlossanlage eines Kraftfahrzeugs, Kraftfahrzeug sowie Computerprogrammprodukt |
CN108734891B (zh) * | 2018-06-15 | 2021-02-05 | 李爱红 | 一种应用于医疗***的医疗器具 |
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- 2001-09-14 DE DE50109135T patent/DE50109135D1/de not_active Expired - Lifetime
- 2001-10-19 US US09/982,680 patent/US6527096B2/en not_active Expired - Lifetime
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EP1795410A1 (de) * | 2005-12-03 | 2007-06-13 | Deere & Company | Vorrichtung zur Betätigung einer Parkbremse |
EP2696111A1 (de) * | 2012-08-09 | 2014-02-12 | GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG | Aktuatoranordnung für einen Antriebsstrang |
US9261188B2 (en) | 2012-08-09 | 2016-02-16 | Getrag Getriebe-Und Zahnradfabrik Herman Hagenmeyer Gmbh & Cie Kg | Actuator arrangement for a drive train |
CN113646217A (zh) * | 2019-03-29 | 2021-11-12 | 株式会社万都 | 电子制动***及其控制方法 |
CN113646217B (zh) * | 2019-03-29 | 2024-04-26 | 汉拿万都株式会社 | 电子制动***及其控制方法 |
Also Published As
Publication number | Publication date |
---|---|
US20020088684A1 (en) | 2002-07-11 |
EP1199233A3 (de) | 2003-08-13 |
US6527096B2 (en) | 2003-03-04 |
BR0106830B1 (pt) | 2009-08-11 |
EP1199233B1 (de) | 2006-03-08 |
DE10052261A1 (de) | 2002-05-02 |
DE50109135D1 (de) | 2006-05-04 |
BR0106830A (pt) | 2002-05-21 |
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